Jose Rizal University

SENIOR HIGH SCHOOL DIVISION

School Year 2017-2018

Second Semester

URBAN PLANNING

In partial fulfillment of the requirements for the subject

RSCH S16: WORK IMMERSION: URBAN PLANNING

Submitted by:

Arche, Alliza C.

Cuizon, Kimberly Dhem B.

Espino, Jericho A.

Tumacder, Ian Keith L.

Undag, Mhellever G.

Ursua, Sean Martin E.

Grade 12 STEM-C

To

Mr. Ronnel L. Usero

March 3, 2018

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TABLE OF CONTENTS

ABSTRACT ………………… 3

INTRODUCTION

BACKGROUND OF THE STUDY ………………… 4

SCOPE AND LIMITATIONS ………………… 4 - 5

OBJECTIVES ………………… 5

SIGNIFICANCE OF THE STUDY ………………… 5

STATEMENT OF THE PROBLEM ………………… 5

DEFINITION OF TERMS ………………… 6

REVIEW OF RELATED LITERATURE ………………… 7 - 26

METHODOLOGY ………………… 27 - 29

CONCLUSION ………………… 30

ACKNOWLEDGEMENT ………………… 31

REFERENCES ………………… 32

APPENDICES

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ABSTRACT

Traffic has been a big problem in the Philippines ever since. There are lots

of causes why we are facing this and there are lots of effects to the citizens and

the community too. The researchers came up in proposing this project to lessen

the traffic we are facing, they noticed that there a lot of projects that can be

implemented on the community to reduce what we are experiencing. The project

proposed is building new Loading/Unloading zones, this also includes

improvement of old Loading/Unloading zones and waiting sheds. The project’s

objective is to help in the lessening of the traffic along the road of Shaw boulevard

and also to avoid accidents. The researchers want to make a project that will be a

big help to the citizens and also to the community. What can be concluded in this

project is there are a lot of ways to help the community, there might be lots of

problems but there are lots of solutions too.

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INTRODUCTION

Traffic is defined as vehicles or people in the vehicles, a delay that involves

transportation or movement through a designated location. (htt1)

It is defined as the movement of vehicles or pedestrians through an area or

a route, while a traffic jam is a situation in which a long line of vehicles on a road

have stopped moving or are moving very slowly. Of course, traffic is a sign of

progress, but when traffic jams increase, there is no progress. It is a sign of bad

urban planning. As of 2015, 2.4 billion pesos (around $48 million) every day is

being lost to traffic in Metro Manila alone, and it is expected to increase to 6 billion

pesos by 2030. (Raposas, 2017)

Traffic can be seen on the community of Mandaluyong, and it is due to some

problems. But what are the solutions that can be proposed to lessen this problem?

The researchers come up to the study as they’ve noticed the traffic on the

roads of Mandaluyong City such as traffic jams during rush hours, reckless driving,

and ignoring the designated loading and unloading zones. The researchers’

motivation for the study is their daily experiences of heavy traffic in Mandaluyong

City as they are students that need to attend classes on time, and not being on

time due to traffic and their hope of change in this issue.

The study only covers the community of Mandaluyong City. It includes the

improper loading and unloading area that can be seen along Shaw Boulevard. The

study targets to help the citizens working and residing in the community. Aside

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from putting new loading and unloading zones, the project also includes the

improvement of the old loading and unloading areas that stood along Shaw Blvd.

The researchers want to come up with a project that will be a big help to the

community of Mandaluyong, that’s why they come up on proposing a plan to

having a proper Loading/Unloading zones along the Shaw Boulevard. The

project’s objectives are to lessen the heavy traffic along the said road, to develop

a proper loading and unloading zone for people to be organized when waiting for

vehicles and also to avoid road accidents, both minor and major.

The study seeks to find a way to improve traffic conditions in Mandaluyong

City. The importance of the study is also for the people who are experiencing these

issues not just in PUJs, and PUVs, but also to private vehicles complaining about

the problem. Other than that, is to prevent vehicular accidents that causes so much

commotions.

The study seeks to identify a problem in the community of Mandaluyong

and to make a solution out of it. The researchers came up on studying about the

traffic that Mandaluyong is facing on the past years up to the present. This study

seeks to answer the following questions: 1.) What are the factors that affect the

traffic? 2.) What are the possible solutions to solve the problem that can be drawn

in the community? 3.) What are its significance to the people residing and working

on the vicinity of Mandaluyong and to the community itself?

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DEFINITION OF TERMS

❖ Urban Planning – a plan that is made by the authorities to propose a new

project for the community.

❖ PUJs and PUVs – Public Utility Jeepneys and Public Utility Vehicles

❖ Vehicular accidents – accidents associated with vehicles and road

❖ Vicinity – the area around or near a particular place

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REVIEW OF RELATED LITERATURE

Traffic is defined as the movement of vehicles or pedestrians through an

area or a route, while a traffic jam is a situation in which a long line of vehicles on

a road have stopped moving or are moving very slowly.

HISTORY OF TRAFFIC IN THE PHILIPPINES

Colonial urban planning

It was during the Spanish colonial period when Manila began to grow into

the metropolis it is to this day. The Spanish saw a city of around 4,000 inhabiting

a vast expanse of land by the bay, adequately watered by the Pasig River and its

adjacent waterways. As they built Intramuros, the walled city, they never thought

the new capital city would be filled up during their administration of the archipelago.

The Spanish urban planners laid out the city in grid pattern, a conventional method

during the 16th century. However, they could have not been more wrong. By the

19th century, the narrow streets of Manila are full of calesas (horse-drawn calash)

and pedestrians. Intramuros alone is the residence of more or less 15,000

Spaniards. The government center itself moved from Palacio del Gobernador

(within Intramuros) to Malacañang (outside Intramuros, or the so-

called Extramuros). By this time, the colonial government had been investing more

in war than infrastructure, and thus, relying more on unpaid forced labor to maintain

roads, while virtually constructing no new ones.

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 The Philippine Revolution and the Philippine-American War managed to

destroy much of the Manila suburbs (arrabales), the neighboring areas outside the

walled city, giving leeway for Americans to implement their own urban planning

techniques. One significant development by this time was forwarded by Daniel

Burham, an American architect who drafted the urban planning for Chicago. His

plan for Manila, known as the Burnham Plan, was to concentrate key government

buildings in the city while keeping a wide open field that is Luneta (later, Rizal

Park). The Spanish managed to create an open field in Luneta, but this was not

out of urban planning. It was done because of military convenience, for their

experience during the British invasion in 1762 showed the Spanish how vulnerable

the area is to artillery fire. Burnham planned to enlarge Luneta, following the

example of New York's Central Park and Washington, D.C.'s Capitol Hill. In

addition, he planned a radial or circumferential pattern for the city, deviating from

the Spanish grid pattern. In this 1905 plan, Burnham anticipated a city of 800,000

people. Of course, by 1920, Manila's population already stood at around 300,000.

Even so, the plan went on, until the Commonwealth period. President Manuel

Quezon halted funding for the implementation of the plan, and opted to move the

capital elsewhere. This new capital would be named after him, and thus, Quezon

City. Meanwhile, only three of the 16 planned government buildings were finished,

and among the roads completed was the seaside Dewey Boulevard (later, Roxas

Boulevard). As for traffic, Manila was not as congested as it is later on. Of course,

cars soon replaced the calesas. However, around 40% of passengers were carried

around by electric streetcars, also known as tranvia, which extended up to 85

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kilometers around the city and its suburbs.

Filipino urban planning

In 1941, the Commonwealth approved the Frost-Arellano Plan, drafted by

Harry Frost and Juan Arellano. Like the Burnham Plan, it would use a radial

pattern. However, Quezon City would have an elliptical circle as the central point

of the radial pattern. This would become the Quezon Memorial Circle. Such a circle

cannot be realized in Manila because it faces the bay. Even Luneta, the central

point of the plan, was not circular, but rectangular in shape. Circumferential roads

such as Luzon Avenue (extending to San Jose del Monte in Bulacan), Visayas

Avenue (extending to Meycauayan, also in Bulacan), and Mindanao Avenue

(extending to La Mesa Dam) were included in the plan. Of course, these were not

completed, with these roads only reaching a certain extent of the

original. Meanwhile, a quadrangle would encompass the circle. This quadrangle

would contain the "Central Park" as its heart, which was actually located in Diliman,

where the University of the Philippines currently stands. The remaining quarters of

the quadrangle would also contain parks and zoos. However, this was not

completely realized. The roads on this quadrangle have been named after the four

cardinal directions: North Avenue (because it is in the north of the quadrangle),

West Avenue (in the west), East Avenue (in the east), and Timog Avenue (in the

south of the quadrangle). All of these roads are part of what is now Epifanio de los

Santos Avenue (EDSA), which finished construction in 1940. However, the Frost-

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Arellano Plan was not completed as well because the Second World War opened

in the Asia-Pacific in 1941. Still, with slight modifications, this was carried over in

the 1949 Master Plan for the Capital City. Among the modifications include the

erection of a monument in honor of Quezon in the circle. Government buildings,

which was located in the circle in the 1941 plan, was moved to Constitution Hill in

the 1949 plan. This is where Batasan Hills currently stands, replacing what is

supposed to be the site of the Philippine Military Academy. However, Batasang

Pambansa itself would not be completed until 1978. By this time, when Quezon

City was designated as capital by President Elpidio Quirino (Republic Act No. 333),

Manila had a population of around 1.6 million. This is already double the capacity

estimated by Burnham in 1905. With the stoppage of the tranvia after the war, no

extensive rail network accommodated public transportation in the city. What

replaced as the main vehicle for passengers was the jeepney, which was

developed only from reinventing surplus American military jeeps.

Whether it was the postwar conditions of the country or not, the Philippine

government did not come up with another major plan, nor implemented any, for

the rapidly urbanizing Manila, Quezon City, and their neighboring areas. By 1960,

the population of Manila shot to 2.5 million. It would not be until

President Ferdinand Marcos when a plan would be drafted. Initially, Marcos did a

political reorganization. This formed the region now known as Metro Manila in

1975, and Manila became capital once more. Following this, the MMetroplan,

recommended in 1977, provided the framework for expansion and management

of the new capital region. This plan takes a step further from the radial pattern by

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expanding eastward. Since Burnham, the radial pattern of urban planning for

Manila was supposed to go eastward, since the bay hinders further expansion to

the west. However, by 1977, Metro Manila has a population of more than 6 million.

This meant the construction of more circumferential roads to the east to

accommodate expansion, which would later become C-5 and C-6. The plan also

provided for areas where urban expansion would be restricted because it is not

suitable. Evidently, among the restricted areas was Marikina Valley, which was

east of Manila. At any rate, the plan was much larger in scale than that of Burnham

or of Frost and Arellano. Another innovation that is otherwise absent in the 1941

plan was the utilization of mass transit. More people, complemented by a growing

economy (the Philippine economy was growing at a modest rate of 5% yearly since

1960), means more movement, more traffic. In order to accommodate the

projected increase in population, a total of seven major lines were planned,

including a subway system. Of course, it is still not as comparable to the rail

systems of other metropolitan systems (Tokyo alone has more than a hundred

lines). However, when Marcos was removed from power by People Power, only

one of these lines were built: the Manila Light Rail Transit (LRT) 1. The line began

operations in 1984. Two other lines were built after the Marcos administration.

Metro Rail Transit (MRT) 3 began operations in 1999, and Light Rail Transit (LRT)

2 in 2003. This doubled the mileage of existing rail in the region (20 kilometers to

50 kilometers). The idea was to transport more people by rail than any other modes

of transportation, which was a feat once achieved by the tranvia. However, even if

one thinks our trains are already packed, only 1.5 million people have used mass

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transit as of 2012, or around 6% to 9% of total passengers travelling Metro Manila

roads.

Into the 21st century

Modifications to the 1977 plan were made and succeeding administrations

tried to implement them until the year 2000. However, as the Philippines entered

the 21st century, the 1977 plan seemed to fall apart. In the first place, it was not

fully implemented. It was designed to accommodate more or less six million

people. As of 2015, the population stands at 12.8 million, increasing at a rate of

2% annauly since 1980. However, as the economy continued to expand (4.5%

annually under Arroyo, 6% annually under Aquino III), investment in infrastructure

seemed to lag behind. Road mileage increased by a measly 1.5% annually since

1980. Meanwhile, a growing middle class spurred a 4% yearly increase in vehicles.

Net result? Worse traffic. Despite all government efforts to reduce the suffering of

the populace, such as truck ban, extended number coding hours, and intelligent

traffic systems (CCTV, interactive signs, etc.), there are no signs of improving. In

2012, Numbeo indexed Manila to have 61 minutes of one-way transport (ranked

10th in the world). Five years later, in 2017, Numbeo had Manila at 58 minutes

(ranked 5th). Not only has there been a slight difference, Manila actually went up

the global rankings. It can be inferred that while other urban centers worldwide

have been working upon their traffic woes, the Philippines has not done as much

for her own problems.

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 Recommended as a solution to this grave situation is the Roadmap for

Transport Infrastructure Development for Metro Manila and Its Surrounding Areas

(Region III and Region IV-A), also known as the Metro Manila Dream Plan.

Presented in 2015 by the National Economic and Development Authority (NEDA),

in cooperation with the Japan International Cooperation Agency (JICA), the plan

called for massive infrastructure investment to ensure better traffic by 2030. Metro

Manila alone has 36% share of the national economy. Better movement in this

region would result to faster economic growth. The Japanese input was their

experience in massive urban planning, as displayed by their Technopolis program

during the 1980s. Technopolis provided for the creation of 19 science cities

nationwide, transferring key research institutions in these cities, and connecting

them by road and rail networks. This meant relieving major urban centers such as

Tokyo. One of the more prominent science cities was Tsukuba, which had more

than 200,000 people as of 2010. The Tsukuba Science City was conceived in 1963

and became the foundation of the Technopolis. In the Philippine setting, the Dream

Plan proposes the development of locations north and south of Manila, such as

Subic, Clark, Tarlac, Cabanatuan, Batangas, Lipa, and Lucena as regional

centers. This would increase opportunities of economic development in the

neighboring regions, and relieving the pressure in Metro Manila as the only center

in the region. The Dream Plan also proposes eleven (11) transit lines, including

expansions, more than the 1977 plan of seven lines. If completed, it would total to

318 kilometers of rail, more than six times the current capacity. The target is to get

more than seven (7) million people commuting by train, an expected share of

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around 30% to 40%. Tokyo, which was indexed by Numbeo at 41 minutes of one-

way transport, has 62% passenger share for its railways. Hong Kong, indexed at

42 minutes, has 25% share. Singapore, indexed at 43 minutes, has 20% share.

Besides mass transit, the use of rapid bus transit (BRT) is also included in the plan.

The expected number of passengers using BRT by 2030 would be around two

million. Upgrading existing roads and building new ones are also proposed. The

plan calls for a ladder pattern, with urban expansion both going eastward and

towards the north-south axis. Again, the point is to create multiple urban centers

(sub-centers) north and south of Metro Manila. The plan also called for the

development of ecological zones (northwest, southwest, and east of Manila) where

there would be ample space for parks and zoos. To date, some components of this

have already been underway, but the Dream Plan itself would cost a lot for the

government. A total of 2.6 trillion pesos until 2030 has to be spent. Of course, there

is ample justification for the expenses. By 2030, a 42% decrease in traffic costs is

expected (from 2.4 billion pesos per day in 2015 to 1.4 billion pesos per day).

However, this would mean putting as much as 55% to 60% of the total

infrastructure budget in developing Metro Manila alone. The rest of the nation may

be left behind, and traffic is not confined in Manila. Other urban centers in the

Philippines such as Cebu (33 minutes) and Davao (31 minutes) begin to be ranked

globally among cities with the most traffic. With the assumption of Rodrigo Duterte

as president in 2016, the government promised a "golden age of infrastructure."

This meant almost one (1) trillion pesos would be invested in infrastructure in the

next six years (2016-2022). Whether this would be enough to fund the Dream Plan,

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or the government can ensure implementation would go according to plan, Metro

Manila is and will continue to suffer from the consequences of inadequate urban

planning in the coming years. The government would also have to balance

development in the capital region and the rest of the nation. Nevertheless, the

Filipino people in general can learn from our history with traffic, and move forward

to a less congested future. (Raposas, 2017)

THE CITY OF MANDALUYONG

Mandaluyong City is a city that lies at the heart of Metropolitan Manila in the

Republic of the Philippines. Mandaluyong’s remarkable rate of development since

the early 80’s established the city as one of the most progressive economic centers

in the country. In the past, Mandaluyong would hardly be thought of as the

alternative place in which to be. Business tended to concentrate in neighboring

areas and for some time, this quiet residential suburb just seemed to passively drift

that way. But events that unfolded in the aftermath of the EDSA Revolution in 1986

saw the dawn of a new beginning for Mandaluyong. With the sense of stability

brought about by a dynamic leadership then under Mayor Benjamin S. Abalos, Sr.,

the expansion and relocation of major capital investments gradually shifted

towards the city, and soon after, this once sleepy town’s landscape dramatically

transformed into one of the most promising business and financial centers in Metro

Manila. (Nunez, n.d.)

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 There are lots of sources of where this city got its name. Some claim that

the place got its name from the Tagalog terms “mga” which means many and

“daluy” which means flowing in the reference to the tall grasses that grow in the

land many years ago. Another also claimed that it got its name from the incident

when Acapulco, a navigator, saw that the rolling hills were frequently lashed at by

“daluyong” or big waves from the sea. Hence the residents gave an answer to

those who inquired about the name of the place as “madaluyong”. Later, the

Spaniards affixed a consonant “n” to it thus making it Mandaluyong. But prior to

the Spanish conquest, Mandaluyong was already an organized place. It was part

of what was once the Kingdom of Sapa of the Great Madjapahit Empire or “Anka

Widyaya” and was ruled by Prince Balagtas, around 1300. More than a century

later, about 1470, it expanded and was called the Kingdom of Namayan with Lakan

Takhan as its ruler. The kingdom was made up of what are now Pandacan, Malate,

Quiapo, Sta. Mesa, San Miguel, Paco and Sta. Ana in Manila, and Mandaluyong,

Makati, San Juan, Pasay, Taguig, Pateros, Parañaque and parts of Pasig and

Quezon City up to Diliman.

Mandaluyong was first known as a barrio of Sta. Ana de Sapa which was

part of the District of Paco, Province of Tondo. It was then named as by the

Spaniards as San Felipe Neri in honor of the Patron Saint of Rome. Year 1841, it

was separated from Sta. Ana de Sapa. When the Americans came, San Felipe

Neri was consolidated with the municipality of San Juan del Monte. For several

months in 1904, San Felipe Neri became the capital of Rizal. After its separation

from San Juan del Monte in year 1907, San Felipe Neri became an independent

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municipality. It was then renamed as Municipality of Mandaluyong by virtue of the

House Bill No. 3836. It became a city year 1994. Today, Mandaluyong is a bustling

city with vibrant economic activities and among many other city accomplishments.

(Mandaluyong City, n.d.)

MANDALUYONG AND ITS ROAD AND INFRASTRUCTURES

Transportation

Accessibility

As emphasized in the previous sections, accessibility is among the city’s

prime advantages. The city is provided with good access roads to and from

adjacent cities and municipalities.

Considered as the heart of Metropolitan Manila, main roads such as Epifanio

de los Santos Avenue (EDSA), Ortigas Avenue and Shaw Boulevard provide inter-

city linkages, while Boni Avenue and Martinez Street (C-3 Road) serve as alternate

routes.

A total of nine (9) concrete bridges (Table 6.01) connect gaps in the road

network while several minor roads provide additional access from the San Juan

Municipality.

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 Table 6.01

Inventory of Bridges

Name of Bridge Width Concrete

Guadalupe 33.00 119.53

Mandaluyong- No 119.00

Makati data

Sevilla 14.00 55.00

Welfareville 6.00 12.50

Pioneer 12.00 8.00

Correctional 6.00 8.00

Zaniga 7.32 7.50

Vargas 6.32 7.00

Maligaya 17.00 6.30

TOTAL - 342.83

Source: City Engineer’s Office

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 All in all, the city has 31 entry and exit points, as can be seen in Map 56. Also

shown are network interchanges designed to facilitate crossing and access to

EDSA, as well as existing and proposed rail transport lines traversing the city.

Road Pattern and Density

At present, the city is served with a total of 119.813 km of roads (see Table

6.02) classified into four (4) types of administration: national, city, barangay and

private roads. This gives a road density of 10.60 km for every 100 hectares of land,

way above the standard ratio of 1 km/100 ha., making Mandaluyong actually over-

served with roads. This, however, does not ensure efficiency of the road network,

which is also affected by socio-economic factors, land use characteristics, and the

environmental condition of the area it serves.

Table 6.02

Inventory of Existing Roads

General Length in % of

Classification km Total

National 17.972 15.00

City 79.831 66.63

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 Barangay 3.705 3.09

Private 18.305 15.28

TOTAL 119.813 100

Type of Surface Pavement

Concrete 94.605 78.96

Asphalt 24.948 20.82

Macadam 0.260 0.22

TOTAL 119.813 100

Traffic Management

The city has two offices that ensure the management of the city’s traffic flow:

• the Traffic and Parking Management Office (TPMO); and

• the PNP Traffic Enforcement Division of the City Police.

The TPMO employs traffic aides who direct traffic on congested streets and

intersections. Towing and impounding of stalled vehicles are also carried out by

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the division to ensure that streets and thoroughfares are free from any obstruction

that may result to congestion and bottlenecks.

The PNP Traffic on the other hand takes care of major thoroughfares,

responds to traffic emergencies and issues violation tickets to traffic violators.

Modes of Transport

Land Transportation

Being an inland city and generally flat but for a few gentle slopes, internal

circulation is land-based utilizing different modes of transportation such as public

utility jeepneys, tricycles and pedicabs, private cars and the rail transit system.

Of these, the most popular is the jeepney, considering the income class of

majority of the commuters and its economic advantage over the car in relatively

short distances within and outside the city’s periphery.

While jeepneys ply the main city roads, tricycles and pedicabs serve the

interior roads both through zone routes and upon demand of passengers.

Commuters traveling the length of EDSA commonly use the Metro Rail Transit

(MRT) as it considerably reduces travel time about ten-fold compared to the

regular commuter bus. The MRT has three stations in the city: at Boni

Avenue, Shaw Boulevard and Ortigas Center.

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 However, the bus is still preferred by some due to its more direct access to

both origin and destination in the vicinity of EDSA, as well as the fact that buses

are available on a 24-hour basis. The rail transit operates only within a scheduled

routine, which is from 5:30 a.m. until 10:30 p.m. daily.

When traversing the city, North-South bound and East-West bound buses are

confined along EDSA and Ortigas Avenue, respectively. Visual representations of

the different routes are shown in Map 57.

Issues and Problems

Despite oversupply of roads, the city is not spared from traffic problems

prevailing in Metro Manila. Some of the factors contributing to the worsening of

traffic situation are identified as follows:

Intensification of Land Uses

The policy to encourage a more efficient use of land by allowing higher density

activities has also attracted more clients and consumers who, in turn, require

transportation, thus resulting in increased volume of vehicles and busier road

network.

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 Lack of Parking Spaces for Residential Buildings

Highly populated areas in some barangays of the city have also generated

problem on insufficient parking. A lot of houses have no provision for parking,

thereby utilizing the streets as parking during night time or even longer. Although

the city has designated areas of tow-away zones, there is still the issue of not

having enough home/private parking for residents.

Illegal Operation of Public Utility Vehicles

As of February 2001, 946 units of Public Utility Jeepneys have franchised

operations listed by the LTFRB with more than 50% having expired franchises

confirming unofficial reports of PUJ’s illegally operating in the city. These “colorum”

jeepneys compete with those legally operating in picking up passengers, ignoring

the designated loading/unloading zones resulting to obstruction of traffic flow and

exposing passengers/commuters to the hazards of traffic accidents/ reckless

driving.

Lack of Transport Support Facilities

Based on the reports of the local Barangay Operation Center – Traffic

Division, the most common causes of congestion in the 10 busiest road

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intersections in the city are the presence of multiple intersection roads and the lack

of transport support facilities, as follows:

1. Pedestrian lane

2. Pavement markings

3. Yellow Box

4. Signboards

5. Center Islands in Multi-lane roads

6. Traffic Signal Lights

Lack of Discipline Among Public Utility Drivers

A frequent complaint is the lack of discipline among tricycle drivers plying the

Bone Avenue – Producer’s Market and Boni Avenue – Crossing routes as

manifested by over-speeding, swerving and sometimes racing with fellow tricycle

drivers. In addition, road courtesy is almost absent among these drivers as can be

observed in frequently-used road intersections. Furthermore, tricycles occasionally

take major transport routes despite clear traffic prohibitions, endangering

passengers while at the same time being a nuisance to other motorists.

Jeepney drivers on the other hand, oftentimes behave like their colorum

counterparts as earlier described. (Nunez, Infrastructure, n.d.)

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 There are many reasons why we suffer traffic jams every day. One of these is

the rapid growth of the population. As a result of this, the number of cars is

increasing annually. A further point is that there are more women drivers and

younger drivers today than in the past. The increase in the number of trucks and

commercial vehicles also causes traffic congestion. These vehicles move very

slowly, sometimes stopping to unload goods, and blocking traffic. Road works

are another major problem that can lead to streets being very crowded. (Write fix,

n.d.)

TRAFFIC JAMS AND ITS EFFECTS

According to a research titled “Employer Views on Traffic Congestion”

(Policy Brief 115 of the Reason Foundation, February 2014), traffic congestion is

a problem not just for individual commuters but for businesses as well. While

commuters are greatly concerned over rush hour traffic, businesses are also

concerned with the off-peak hour (non-rush hour) delivery of goods. It was

pointed out in the research that because businesses are concerned with

congestion during both time periods, their views on traffic congestion differ from

those of commuters. Solving rush hour and off-peak congestion is also more

challenging than merely solving rush hour congestion.

The study stated that congestion affects employers in several ways.

Primarily, it affects impacts corporate activities such as shipping/receiving,

logistics and distribution, client meetings and other business activities. It also

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limits worker availability and productivity by affecting employees’ commutes. In

the Philippines, the effects of congestion on workers and employees are a sore

issue. Congestion leads to workers arriving late; commuting hassles for workers,

frustration/stress, long work commutes, long travel time, and loss of personal

time.

In the Philippines, street, traffic or system problems are major issues.

These include construction activities, accidents/incidents, inconvenient roads for

customers and other causes of traffic such as safety issues, poor road design,

traffic signals, and delays on specific roads. (Flat Planet, 2014)

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METHODOLOGY

Photo 1. Drawn Vicinity Map Photo 2. Map of the Shaw Boulevard

The project will be implemented on the road along Shaw Boulevard, the

project will not just build new Loading/Unloading Zones, but improve the old ones

too. The researchers came up on making a draft for the project proposal.

Photo 3. Top View

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 Photo 5. Right Side View

Photo 4. Perspective View

The researchers came up to this proposal as they’ve noticed that we are

facing big problem when it comes to traffic. The objective of this project is to make

a help in lessening the traffic the society is facing.

The researchers propose this project for the people and society as well. The

project will be a Loading/Unloading Zone that can be occupied by 3 jeepneys. This

project includes the waiting shed as well. The project proposes a good place for

the daily commuters.

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 Photo 6. Autocad of the draft

After the approval for the draft, the researchers proceed in the making of

the digitally made draft. The project is a semi-circle that is 180°, the length of the

lot will be 30m, and the radius of the semi-circle is 7m. This Loading/Unloading

zone can provide enough space for 3 jeepneys. This proposal also includes the

waiting shed that is 3m high, 10m long and 3m wide.

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CONCLUSION

The study concludes that developing a proper terminal for loading and

unloading station can be a way to lessen traffic. This project will perform a big role

in reducing the traffic we are experiencing. Instead of stopping in the middle of the

road, there will be a proper place for the PUVs and PUJs or even Private vehicles

to load and unload passengers. Aside from that is it will help in organizing the daily

commuters when waiting for vehicles. The waiting shed will be the only place

where people can standby to wait for vehicles since no other place will be allowed

for the vehicles to load and unload. In addition to that, accidents can also be

avoided. The vehicles will be much more organized when it comes to loading and

unloading passengers.

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ACKNOWLEDGEMENT

We would like to acknowledge our parents who supported us in our financial

needs in this proposal and also for the moral support they’ve showed while making

this project.

We would also like to acknowledge our beloved Class Adviser Mr. Robert

Nogales who always support us on all of the activities and projects.

We would also like to express our gratitude to Mr. Ronnel Usero for staying

with us throughout the whole making of this Project proposal and for guiding us on

all of what we are going to do.

And to our Almighty God who’s been there with us throughout the whole

process of making this project.

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REFERENCES

(n.d.). Retrieved from http://www.yourdictionary.com/traffic

(n.d.). Retrieved from Write fix: http://writefix.com/?page_id=808

(2014, September 2). Retrieved from Flat Planet:

http://www.flatplanet.com.au/hard-heads-the-bpo-business-case/229-
traffic-problems-in-the-philippines-and-proposed-solutions

Mandaluyong City. (n.d.). Retrieved from Philippine Cities:

https://philippinescities.com/mandaluyong-city/

Nunez, R. (n.d.). Infrastructure. Retrieved from City of Mandaluyong:

http://www.mandaluyong.gov.ph/profile/infrastructure.aspx

Nunez, R. (n.d.). Mandaluyong City Profile. Retrieved from City of Mandaluyong:

http://www.mandaluyong.gov.ph/profile/index.aspx

Raposas, A. (2017, February 24). Road Wars: Age of Traffic in the Philippines.
Retrieved from Filipino Historian: https://history-
ph.blogspot.com/2017/02/traffic.html

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